Aircraft



Sept. 1943- w. CROWDER 2,328,786

AIRCRAFT Filed March 29, 1941 2 Sheets-Sheet 1 may.

Sept. 7, 1943.

w. K. CROWDER AIRCRAFT 2 SheetIs-Sheet 2 Filed March 29, 1941 j NEGATIVE FLIGHT (ENGINE sTALLEn) FLIGHT ROTATION .Tmm .CRcwDER,

WILEY K EV a) Gan-mall heretofore maintained the wing structure in a- Patented Sept. 7, 19 43 AIRCRAFT Wiley K. Crowder, lgetroit, Mich. I ApplicationMarch 29, 1941, Serial No. 385,918 6 Claims. (01. 244-7) This invention relatesto an aircraft structure wherein the conventional wings, are omitted and wherein a pair of rotating .wing systems provides theipower for' lifting the" craft from the gfound as well as propelling the craft through the air.-

Aircraft using rotating wing structure have substantially horizontalposition for lifting the aircraft from the ground and have provided independent means for propelling the craft horizontally through the air. In this invention, however, a. pair of rotating-wing systems is provided I for rotation upon a common axis whichis paral- V lel with :the axis of the aircraft and retains this parallel relation whether lifting the craft from the ground or propelling the same through the air. When the aircraft is to be lifted from the ground the rotating wing systems are substantial- 1y horizontal with respect to the ground to obtain the maximum lifting effect, Whereas when the aircraft attains altitude andis leveled off into the normal ,fiigiit position the wing systems are then substantiallyvertical with respect the round and act as propellers to'cause forward motion'of the craft while'at the same time providing the lifting motion for'retaining the craft in the air.

. It is therefore an object of this-invention to provide an aircraft with a pair of oppositely rotating wing structures which rotate upon an axis substantially parallel with the axis of the fuselage of the aircraft. t

It is another object of the-invention to provide an aircraft in accordance with the foregoing object wherein the pitch of the wing systems is variable. v

It is another object of the invention to provide an aircraft in. accordance with the foregoing obiects wherein a multiple part tail .assembly provides the means for directing th motion of the. aircraft.

take off and is subsequently directed into a gen erally horizontal flight position, the propulsion devices providing the power for vertical take off as well as forward motion of the aircraft when in horizontal flight position and for sustaining the aircraft in the air.

It is another object of the invention to pro-e vide an aircraft having avpair of oppositely IO? tating propulsion devices providing the sole means for-causing forward motion of the aircraft and for sustaining the same'in the air. It is another'object of the invention to provide an aircraft in accordance with the foregoing object wherein the pitch'of the propulsion de-. vices is variable to alter the same in a manner to produce a slowscrew for take off, of the aircraft'and to provide a fast screw for moving the aircraft in the air.

It is another objectof theinvention to provide an-aircraft in accordance with any of the foregoingobjec'ts wherein the propulsion devices are wing systems having angle-of pitch which in-- creases from the fuselage outwardly to the tip thereof.

It is another object of the invention to provide an aircraft in accordaneeawith any of the foregoing objepts wherein a multiple part tail assembly provides the'sole means for directing the motion of the aircraft.

It is another object of the invention to provide an aircraft having a pair of oppositely rotating propulsion devices which are arranged axially with respect to the fuselage of-the aircraft for propelling the same through the air and for providing sustaining force when the craft is flown at a slightangle of attack, which aircraft can 0 It is another object of the invention to pro-- also be landed in a vertical direction in a man-' ner whereby theaxially arranged propulsion devices provide the lifting force to slowly settle the aircraft to the-ground in a vertical direction.

It is another object of the inventionto provide an aircraft in ac'cordancewith any of the foregoing objects wherein the length, or span,

of the propulsion devices or thep'arts of. the tail assembly are variable in surface area or in length.

Further objects and advantages-will become 'apparent from the drawings and the following description.

In the drawings: p

v Figure l is an elevational view of the aircraft in horizontal position. I I

Figure 2 is an elevational view of the aircraft in take off or landing position.

Figure 3 is an elevational view looking toward the front end of the aircraft when in horizontal position.

Figure 4 is a schematic view showing the position of the propulsion devices or wing systems to permit starting of the engine and idling thereof while the aircraftis on the ground.

Figure 5 is a schematic view of the position of the propulsion devices for lifting the aircraft from the ground.

Figure dis a schematic view'of the aircraft showing the position of the propulsion device-or wing systems when moving the aircraft through the air and simultaneously supporting the same.

Figure '7 is a schematic view of the aircraft showing the position of the propulsion devices when the engine has stalled and the craft has been brought into vertical position to slowly settle the same to the ground and thereby prevent a crash landing.

Figure 8 is an elevational view looking toward body of the aircraft about its own axis.

'In this invention the aircraft consists of a fuselage In of streamlined design to reduce resistance to wind pressure to the maximum de-' gree. A hood II encloses the cockpit in conventional manner. The aircraft in this invention is unconventional in that the usual wing is completely omitted. To provide support for the aircraft while in the air and to raise the aircraft into the air from the ground a pair of screws or propulsion devices I2 and I3 are provided. These propulsion devices also provide lifting force for the aircraft to sustain the same in the air when the craft is flown at an angle of attack. These devices will be hereinafter more fully described. In order to direct the plane in its motion through the air a multiple part tail'assembly is carried upon the fuselage and consists of three or more fins I4, I5 and I6. These fins are mounted upon the fuselage in a manner to permit them to be rotated about an axis which extends radially from the fuselage I so that the fln I6 acts in the manner of a rudder while the fins I4 and I5 act in the man ner of an elevator. The tail assembly comprising the three fins I4, I5 and I6 provides the sole means for directing the motion of the aircraft in the air. I

When the aircraft is in horizontal flight the fuselage I0. is carried in a generally horizontal position but at a slight angle of attack so that the flight position of the craft is conventional and the fuselage thereof can be streamlined to the same extent as is conventional with the present day aircraft.

When the aircraft is to-take'off or land the fuselage I II is arranged in a vertical position as indicated in Figure 2 so that the axis of the fuselage is vertical while the propulsion devices or wing systems I3 are arranged horizontally with respect to the ground. In order to support the craft upon the ground a retractable landing apparatus is provided which consists of a tripod landing device consisting of the supporting legs H which are suitably pivoted at their upper ends to the fuselage III of the aircraft, and are provided with supporting brackets I8,which also provide the means for retracting the tripod arms I! into streamlined conformity with the fuselage II] after the aircraft is in flight.

The wing systems I2 and I3, which also provide the propulsion devices for the aircraft, are suitably mounted upon the aircraft for rotation upon an axis which is substantially parallel with the axis of the fuselage I0. terns I2 and I3 extend radially from the fuselage III regardless of whether the fuselage is in a. vertical or horizontal position. The wing systems I2 and I3 are carried upon suitable rotating members I9 and 20 respectively. These members I9 and 20 are suitably geared to a.

power plant mounted within the aircraft and provide rotating bands which completely encircle the fuselage I0 and form a part thereof. The rotating bands I9 and 20 preferably are arranged in the surface of the fuselage to provide a streamlines contour to the fuselage III. The.

wing systems I2 and I3 are suitably secured to the rotating bands I9 and 20 and are so geared to the power plant that they are driven in opposite rotative directions. By providing oppositely rotating propulsion devices I2 and I3 the torque effect of a single propulsion device upon the fuselage Ill of the aircraft is eliminated and, as will be hereinafter more fully set forth, also aids in supporting the aircraft while in flight.

Since the devices I2 and I3 provide both propulsion power for the aircraft and the means for supporting the craft in the air the term propulsion device is synonymous with wing system and since the propulsion devices I2 and I3 act in the same manner as the propeller of the conventional aircraft they can also be referred to as air screws. Since the propulsion devices I2 and I3 perform all of the necessary functions of moving the aircraft and supporting the same the various terminology resorted to will indicate the function of the devices I2 and I3 according to the particular usage of the devices being described so that when the term air screw is used the devices are acting as propellers and when the term wing system is used the devices are acting in the manner of wings for supporting the aircraft.

The wing systems I2 and I3 are provided with a greater pitch toward the ends or tips thereof as indicated in Figure 8. The portions of the wing systems I2 and I3 immediately adjacent the fuselage II) more nearly approximate the shape of an airfoil and the position thereof with respect the fuselage. The wing systems I2 and I3 perform the double function of supporting the aircraft and of providing means for propelling the aircraft through the air. Further, the wing systems I2 and I3 are rotatable about an axis which extends radially from their axes of rota- .tion so that the pitch of the entire wing system can be varied in the manner of a variable pitch propeller in order to change the power obtained therefrom. Any suitable mechanism can be provided for varying the pitch of the wing system and suitable controls for regulating the pitch can be provided as is conventional with variable pitch propellers.

The wing systems I2 and I3, as previously mentioned, rotate in opposite directions and therefore the pitch of the wing systems is re-' verse with'respect each other in order'to pro-' vide air screws, both of which will propel the craft through the air. Y It can readily be seen that in either Figure 5 or 6 that if the direction The wing sysof rotation of the wing systems I 2 and I3 are as indicated by the arrows adjacent thereto that planes angular with respect the plane of rotation of the air screws I2 and I3 that a lifting force up period for the engine so that the aircraft, has

a notendency to rise fromthe ground since at this will be provided when the air screws or wing systems are located in any position except vertical. The maximum lift of the wing systems I2 and I3 will of course occur when the wing systems are in a horizontal plane so that at that timea positive lift is provided by each of the wing systems.

It is of course to be understood that the schematic representations in Figures 4, 5, 6 and 7 are purely diagrammatic to show the relation of the wing systems with respect each other..

The showings of Figures 4, 5, 6 and Ishould not be misconstrued as representing a pair of oppositely rotating wing systems which are in substantial parallel alignment. Such alignment will occur only when the wing systems are approximately 45 from the vertical or horizontalwith respect the fuselage I0. I

The center of the lift of the wing systems I2 and I3 is positioned slightly in advance of the center of gravity of the aircraft. Thislifting force is offset by a slight positive lift provided by the camber of the tail surfaces I4 and I5. The tail surface I6 can act purely as a rudder.

aircraft from the ground the wing systems I2 and I3 are provided with extensible: tips 2I The extensible tips are shown only on the wing system I2. However, it is to be understood that a similar extensible tip is providedon the wing system I3. The tail surfaces I4, I5 and I6 are also provided with extensible tips, the tip 22 for the tail portion I5 and the tip 23 for the tail portion I4 being shown in Figure 2.- A similar extensible tip is provided for the tail portion I6.

In order to provide greater power for lifting the The increase of surface area provided by the extensible tips on the wing systems I2 and I3 and on the tail portions I4,- I5 and I6 provide greater' stability to the craft when rising from the ground and particularly the extensible tips of the wing systems I2 and I3 provide greater power for liftfiight routine to Figures 4 to 11 inclusive wherein the position of the wing systems and tail surfaces are disclosed with respect one another In the take off positionthe fuselage I0 of the aircraft is arranged in a vertical position as disclosed in Figure 2. In this position the air screws or wing'systems I2 and I3 are horizontally arranged with respect the ground so that whenthey are rotated a vertical lifting force will be imparted to thefuselage I0 thereby lifting t from the ground in a straight vertical direction. Whenthe engine of the aircraft is first started the wing systems I2 and I3 will be arranged with a zero pitch as"disclosed in Figure 4, the air screw I3 turning in a rightward direction while the air screw I2 turns in a leftward direction. The air screws remain in this position during the warmtime the air screws I2 and I3 have no pitch.

When it is desired to take off inthe aircraft the air screws I2 and I3 are rotated about their re.-

dial axes to increase the pitch whereby the oppositely rotating propelling devices I2 and I3 will operate as air screws to lift the aircraft from the ground. This position of the air screws I2 and I3 is indicated in Figure 5 and is indicated as being a maximum of about a 30 pitch from the horizontal. I

As the aircraft gains altitude the-pilot will alter the vertical climb to bring the aircraft into a horizontal flight position. In order to change the direction of flight from vertical to horizontal the tail portions I4 and I5 are rotated about their radial axes to tilt the trailing edge downwardly so that the portions I4 and I5 now act as elevators and the force of air directed against the under surface of the tail portions will force the tail upwardly and therefore level off the fuselag I0 of the aircraft into horizontal flight condition. During the time the .craft is changing its flight position from vertical to horizontal the pitch of the wing systems I2 and I3 isincreased to approximately from the original horizontal position of the wing systems.

This position of the wing systems I2 and I3 thereby positions the same with regard to the fuselage I0 50 that when the wing systemsare rotating in any plane except true vertical a cer-,

tain lifting force will be created by the wing system. The normal flight position of the wing systems or air screws I2 and I3 relative to the fuselage is thus indicated in Figure 6 while the aircraft, during horizontal flight, flies at a slight angle of attack, depending upon its horizontal speed. That is, the front of the fuselage is tilted 4o upwardly-so that its axis will be positioned angularly with respectto a true horizontal plane so that the air screws will be rotating in a plane other than a true vertical plane. The angle of attack of course will vary with the horizontal $Deed of the craft.

As previously stated the wing systems I2 and I3 are rotatable about their radial axes and therefore the speed of'the aircraft can be controlled within limits' by alteration of the pitch of the Wing systems I2 and I3 and therefore increase or decrease their effectiveness as air screws in the same manner as is conventional with variable pitch propellers.

It has already been shown that depression of the trailing portions of the tail elements I4 and- I5 causes the tail to'level the aircraft to flight position after gaining altitude. This position of the tail members I4 and I5 is indicated in Figure 9 whereby the fac portions Ma and I59 are exposed. The tail element I6 remains parallel with the axis of the fuselage and acts as a rudder to direct the straight forward motion of the air'- craft; This same movement of the tail members I4 and I5 which levels the aircraft into flight position will also cause the aircraft to be moved into a diving position.

In order to maneuver the craft to the left or to the right in a horizontal plane the tail member I6 is rotated on its radial axis and as indicated in Figure 10 has been moved in a leftward direction exposing the face Ilia. .Air movement upon the face I6a. will drive the tail in a rightward direction thereby altering the horizontal course of the aircraft toward the left. To eliminate any tendency of the tail portion It to rotate the fuse lage ID, the tail portions I4 and I are rotated in a direction opposite to the direction of rotation of the tail member I6 butto a lesser degree, thereby exposing the faces Ida and IE1) which offset the torsional effect of the tail surfaces I6a. It is understood of course that the tail members are suitably interconnected by control elements which move the tail members I4 and I5 in their proper proportionate movement when moving the tail portion I6 to produce a leftward or rightward movement in a horizontal plane.

In order to obtain a banking or a rolling action of the aircraft the tail members I4, I5 and I 6 are all rotated on their rotational axes in the same-direction thereby exposing th faces Ilia, I42; and I5a. This arrangement of the tail members causes the fuselage II) to rotate upon its own axis thereby producing a rolling motion. It is of course understood that the tail elements I4, I5 and I6 are interconnected by suitable control mechanism whereby any combination of movements of control surfaces are obtainable to produce various combinations of pitching, rolling and yawing of the aircraft.

When landing the aircraft the speed of the engine is maintained but the pitch of the wing systems is reduced to lose altitude and flying speed. When approaching the landing field the nose of the aircraft is directed upwardly to bring the fuselage of the aircraft into a vertical position. Simultaneous with such movement the pitch of the air screws or wing systems is reduced to approximately 5 with respect the horizontal so that the aircraft will then hover in a vertical position, the speed of the engine being controlled to obtain proper speed of the air screws I2 and 4 I3 and thereby hover the craft above the ground.

The speed of the engine is then slightly reduced or the pitch of the air screws again reduced slightly to permit the aircraft to move downwardly by the force of gravity until it rests upon the tripod landing gear which has been suitably extended for the landing operation. It is of course understood that the extensible tips on the wing systems or propulsion devices and on the tail members are preferably extended during this landing motion to provide increased stability to the aircraft.

The aircraft of this invention, while capable of horizontal flight with the fuselage in a generally horizontal position, is also capable of being brought to a safe landing in the event the engine is stalled. In the event the engine of the aircraft stalls for any reason the tail assembly is manipulated to bring the craft in a position that the fuselage stands vertical. The pitch of the air screws I2 and I3 is then changed to a negative pitch so that when the force of gravity causes the craft tomove downwardly the wind striking the air screws I2 and I3 will cause the same to rotate in the same direction as they had previously been rotating under power of the engine of the aircraft. Since the air screws I2 and I3 present relatively large surface areas to the air as the craft is moving downwardly in a vertical direction considerable resistance will be presented by the air screws and thus retard the fall of the aircraft. As'the craft approaches the ground the momentum imparted to the air screws is used to prevent a crash'landing by suddenly changing the pitch of the screws from a negative pitch to a positive pitch. This sudden change in pitch of the air screws will retard the downward fall of the aircraft sufiiciently to' prevent a crash landing. The position of the air screws I 2 and I3 while the craft is moving downwardly in a stalled condition is indicated in Figv 0 Having thus fully described my invention,

what I claim as new and desire to secure by Letters Patent is:

1. A heavier than air craft having an elongated fuselag that is adapted to be sustained in flight with the axis thereof arranged vertically or substantially horizontally, a pair of oppositely rotatable wing systems with their axes of rotation arranged substantially coaxial with said axis of said fuselage and forming the principal means of sustaining and propelling said craft in flight, each of said wing systems comprising a plurality of blades, all of the blades of said wing systems being of substantially the same size and form and being variable in pitch, one'of said wing systems being mounted adjacent the front of said fuselage and th other of said wing systems being spaced rearwardly therefrom a substantial distance, said wing systems and the load of the craft being disposed and arranged so that the center of gravity of said craft is located between said wing systems, and adjustable tail means at the rear of said fuselage for directing the flight of the craft.

2. A heavier than air craft having an elongated fuselage that is adapted to be sustained in flight with the axis thereof arranged vertically or substantially horizontally, a pair of oppositely rotatable wing systems with their axes of rotation arranged substantially coaxial with said axis of said fuselage and forming the principal means of sustaining and propelling said craft in flight, each of said wing systems comprising a plurality of blades all of the blades of said wing systems being of substantially the same size and form and being variable in pitch, said wing systems being adapted to be driven with the pitch thereof set so that the torque reaction of one of said wing systems on the fuselage substantially balances thetorque reaction of the other of said wing systems on the fuselage, one of said wing systems being mounted adjacent the front of said fuselage and the other of said wing systems being'spaced rearwardly therefrom a substantial distance, said wing systems and the load of the craft being disposed and arranged so that the center of gravity of said craft is located between said wing systems, and adjustable tail means at the rear of said fuselage for directing the flight of the craft.

3. A heavier than air, craft having an elongated fuselage that is adapted to be sustained in flight with the axis thereof arranged vertically or substantially horizontally, a pair of oppositely rotatable wing systems with their axes said axis of said fuselage and forming the principalmeans of sustaining and propelling said craft in flight, each of said wing systems comprising a plurality of blades, all of the blades of said wing systems being of substantially the same size and form and being variable in pitchto profuselage and the other of said wing systems beof rotation arranged substantially coaxial with I ing spaced rearwardly therefrom a substantial distance, the said wing systems and the load of the craft being disposed and arranged so that the center of gravity of said craft is located between said wing systems, and adjustable tail means at the rear of. said fuselage for directing the flight of the craft.

4. A heavier than air craft having an elongated fuselage that is adapted to be sustained in flight with the axis thereof arranged vertically or substantially horizontally, a pair of oppositely rotatable wing systems with their axes I front end of the fuselage a distance equal to at least one-third the length of the fuselage, said wing systems and the load of the craft being disposed and arranged so that the center of gravity of said craft is located between said wing systems, and adjustable tail means at the rear of said fuselage for directing the flight of the craft.

5. A heavier than aircraft having an elongated fuselage that is is adapted to be sustained in flight with the axis thereof arranged vertically orsubstantially horizontally, a' pair of oppositely rotatable wing systems with their axes of rotation arranged substantially coaxial with said axis of said fuselage and forming the principal means of sustaining and propelling said craft in flight, each of said wing systems comprising t plurality of blades, all of the blades of said wing systems being of substantially the same size and-- form and being variable in pitch, the blades of each of said wing systems having an angle of pitch which increases from the fuselage outwardly toward the tip thereof, oneof said wing systems being mounted adjacent the front of saidfuselage and the other of said wing systems being spaced rearwardly therefrom a substantial distance, said wing system and the load of the craft being disposed and arranged so that the center of gravity of said craft is located between said wing systems, and adjustable tail means at the rear of said fuselage for directing the flight of the craft. I

6. A heavier than air craft having'an elongated fuselage that is adapted to be sustained in flightwith the axis thereof arranged verti-,

cally or substantially horizontally, a pair of oppositely rotatable power driven axially spaced bands having their axes of rotation arranged substantially coaxial with said axis of the fuselage and rotatable relative thereto, the outer periphery of said bands being substantially flush with said fuselage one of said bands encircling said fuselage a substantial distance rearwardly of the front thereof, each of said bands providing a mounting for a wing system, each of said wing systems comprising a, plurality of blades, all of the blades of said wing systems being of substantially the same size and form and being 'variable in pitch and forming the principal means of sustaining and propelling the craft in flight, of said wing systems and the load of the craft being disposed and arranged so that the center of gravity of said craft is located between said bands, and adjustable tail means'at the rear of said fuselage for directing the flight of the craft.

WILEY K. CROWDER. 

